Dual transmission control



e 2, 1953 D. E. WILLIS 2,640,374

DUAL TRANSMISSION CONTROL Filed Dec. 7, 1949 Y 4 Sheets-Sheet 1 VIII/IllllllllflIl/IIII l ]N VEN TOR.

DELBERT ELWOOD WILLIS HIS ATTORNEYS.

June 2, 1953 Filed Dec. 7, 1949 D. E. WILLIS v 2,640,374

DUAL TRANSMISSION CONTROL 4 Sheets-Sheet 2 68 87 mmvron as DELBERT' ELWOOD wn |s 1/ Hi5 ATTORNEYS.

June 1953 D. E. w|| |s DUAL TRANSMISSION CONTROL 4 Sheets-Sheet 3 F'lGJ l.

INVENTOR- DELBERT ELWOOD WILLIS BY Midi-ML. gar/L HIS ATTORNEYS.

June 2, 1953 D. E. WILLIS 2,640,374

DUAL TRANSMISSION CONTROL Filed Dec. 7, 1949 4 Sheets-Sheet 4 $3 N fi"\ 2 Q Q \l 2 o o i N b g a 8, I 9

. T N I 9 o x M N i 2 a l 2 I m U INVENTOR.

DELBERT ELWOOD WILLIS BY Hi5 ATTORNEYS.

Patented June 2, 1953 DUAL TRANSMISSION CONTROL Delbert E. Willis, New Brunswick, N. J assignor to Mack Manufacturing Corporation, New York, N. Y., a corporation of Delaware Application December '7, 1949, Serial No. 131,529

8 Claims.

For convenience and eilicient operation, the.

present day truck transmissions usually have a conventional shift pattern so that the shifts may be made quickly without appreciable loss of vehicle speed and to maintain the engine speed at an efiicient level. For this reason, heavy duty truck transmissions generally are manufactured with five ratios or speeds and when additional ratios are required, they are obtained by the addition of an auxiliary transmission or a two-speed axle controlled by a separate shifting mechanism.

It has been suggested that a convenient form of shifting mechanism may include a manual shifting lever for controlling the main transmission and a finger operated lever adjacent the knob on the main shifting lever by means of which the auxiliary tranmission can be shifted to split or double the ratios of the main transmission.

While such an arrangement is especially advantageous over the more usual transmissions including two separate shifting levers, the auxiliary control lever has not been too satisfactory in practical operation. There are several reasons for the failure of such a finger actuated lever to live up to expectations. The auxiliary transmission is usually controlled by the air pressure which is also used for operating the brakes of the vehicle. Inasmuch as the air pressure in the brake system usually is between 60 and 90 pounds per square inch, the valve for controlling the motor for the auxiliary system is subjected to high fluid pressure which has a tendency to force the valve plug tightly against a side of the valve casing, or endwise as well as sideways in the casing, if a conical valve is used, thereby tending to produce very high frictional resistance to movement of the finger controlled lever. been found that the finger lever cannot be actuated by the finger but must be grasped firmly, and twisted with considerable force in order to set it for selection of the proper gear ratio in the auxiliary transmission.

Moreover, the prior devices have included complicated link, lever and universal joint systems for coupling the finger control lever to the valve with the result that these elements set up additional frictional resistance to the movement of the finger lever and, moreover, are the source of servicing difficulties. Inasmuch as these elements are mounted on the transmission, which is, in most cases, below the floor boards of the vehicle, they are inaccessible for servicing and usually exposed to dirt, Water and other corrosive or abrasive As a result, it has materials and, accordingly, the wear on these parts is excessive.

Transmissions embodying the present invention are constructed and arranged to overcome the above-mentioned disadvantages of the prior transmissions and are so arranged that the number of parts of .the control for the auxiliary transmission is reduced to a minimum. Also, these parts are so protected from dirt and the like that infrequent servicing is required and such servicing can be accomplished with a minimum of difficulty. Moreover, the connections between the valve and the finger actuated lever are essentially direct and the valve is so constructed that it is balanced as to pressure, thereby reducing internal friction in the valve.

The simplified arrangement of the finger control lever and its operating connections to the auxiliary transmission makes it possible to use multiple finger control levers on the main gear shaft lever. In this way, additional power shifted auxiliaries may be included to increase the number of ratios in the combined main and auxil iary transmission, thereby providing a sufilcient number of ratios that the transmission is entirely satisfactory for use in heavy duty, diesel powered trucks and other vehicles, which, as is well-known, operate most efiiciently at engine speeds within relatively narrow ranges. Also, through the use of multiple finger actuated levers, it is possible to provide a power take off in the transmission which affords a very wide range of speed ratios.

For a better understanding of the present in-v vention, reference may be had to the accompanying drawings, in which:

Fig.- 1 is a view in longitudinal section of a typical transmission embodying the present in portion of the gearshift lever for controlling the main and auxiliary transmissions;

Fig. 3 is a view partly in section and partly broken away of the lower portion of the manual gearshift lever showing also the connection to the control valve for the auxiliary transmission;

Fig. l is a view in section taken on line 4-4 of Fig. 2;

Fig. 5 is a View in section taken on line 5-5 in Fig. 2;

Fig. 6 is a view in section of a detail of the device illustrating a detent for retaining the finger actuated lever in either of its two operative positions;

Fig. 7 is a view in section taken on line 'l-'l of Fig. 3;

Fig. 8 is a view in section taken on line 8- of Fig. 3;

Fig. 9 is a view in elevation of the plug of the control valve of the system;

Fig. 10 is a view in longitudinal section and partly broken away of a modified form of main and auxiliary transmission including a duplex multispeed auxiliary transmission; and

Fig. 11 is a View in section of the upper portion of the gearshift lever for controlling the main and auxiliary transmissions shown in Fig. 10.

Referring now to Fig. 1, the transmission .includes a casing II which houses'a conventional manually shifted transmission system 12 having five forward speeds and one reverse speed. At the right-hand end of the casing H is a' housing l3 enclosing an auxiliary two-speed transmission. The main transmission I2 is selectively controlled by means of a manual shift lever i1 shown 'inFigs. l, 2 and 3 vvhich'is mounted in a tower or bell I8 fornniversal movement to change thespeeds' of the transmission by means of the usual shifter rails 1'9 and forks 2fl,"2l"and '22.

The auxiliary transmission is includes'a-spiine shaft/23 rotatably mounted in bearings 24 and 25 coaxial with the drive shaft 26 of the main transmission 12. The spline shaft '23 is'connected to the propeller shaft of the vehicle (not shown) and is d'rivenat different ratios by means of the gears 28,21, 28 andZQ. These gear pairs have different ratios to split or double the ratios of the main transmission in equal steps.

The gears 26 and 28arefixed to the auxiliary countershaft 29a. The gear 21 is fixed to the mainsha'ftof the main transmission. The gear 29 is rotatably mounted on the spline shaft '23 but can be coupled to'it selectively by means of La shiftable' toothed clutch member 3! non rotatably but axially slidableon the spline shaft. To prevent clashing during engagement of the clutch membery it and the. gears 21 and 28 are provided with synchronizing clutches 3i and 32, for example, of the kind shown in the 'Bull PatentlNo. 2,397,943 dated April 9, 1946.

The clutch member 30' is shifted bymeans of a shifter fork 33 which is'fixedto the shifter rail 34s'1idablymounted in bushings in the ends of the casings H audit. The shifter rail 3% carries a piston 35 atv itsouter end. which is slid'able in a cylinder fidcarried at/the upper right-hand end of the casing Id. The. cylinder 36' is provided with ports 37 and 33 at. its'opposite ends through which air under-pressure is admitted to. selectively move the piston and the clutch 3E3 either-to the right or to-the left.

"The mechanism and the power system for controlling the movement of :the piston 35 will now bedescribed. As shown in Fig. .1, air is :sup-

under the control of the valve l is supplied by means of the pipe or conduit 5 to one 'port of a valve 46 for selective admission through the conduits-4! and ditto the-ports 31' and '38 of'the cylinder. In this way the movement of the piston-35 the cylinder 36 is responsive to movement of the clutch pedal so that a shifting movement of the .piston '35 cannot occur unless the clutch pedal :is depressed to un'clutch the engine from thetransmission. This arrangemay be accomplished.

The mechanism for actuating the valve 25 will now be described. Referring to Figs. 2 and 3, the shift lever H has a tubular upper portion 59 providing a passage iii in which is mounted a fiexiblesha'ftfii. The lower end of the shaft .52 extends to the outside of the shift lever i! through an inclined passage 53 having mounted therein a flexible cable sheath 5-5 for protecting the flexible shaft 52. The upper end of the shaft 52 is'provided with ahub'fiS which is connected to a sleeve 55 mounted just below the knob 51 on the upper end of the gearshift lever IT in a convenient position for manipulation by the fingers while the hand is resting on the gearshift knob 57. To facilitate movement of the sleeve 56, it is provided with-a flange or lever'fiii extending generally lengthwise of the shaft. The sleevefifi is connected to the hub 55 and the upper end of the shaft 52 by means of a set screw 59 which extends through an arcuate slot 613 (Fig. i), in a sleeve member 5! fixed .to .the upper end of the shift lever H as by welding. by brazing or the like. The sleeve 'ELhas a shoulder 52 on which the sleeve 56 rests and a reduced diameter portion 53 serving as a bearing for supporting the sleeve. The reduced portion 63 also has a shoulder 85 thereon upon which rests the inwardly extending flange 65 .on the sleeve 55. The gearshift knob 51 is secured on a non-circular extension 66 of the member 5! by means of a nut 63 threaded on. the threaded portion E9 of the extension.

The finger lever .58 is adapted to be retained in either of two limit positions as determined by the length ofthe slot 68 and'by means of a spring detent' construction best shown in Figs.v 5 and 6. The spring detent consists essentially of a spring washer 18 having a non-circular opening H therein fitting the non-oircular-extension B5 of the sleeve 65. The edge of the washer .ifi has punched downdetents 12 whichare engageable in one or two notches 73 in the .fiange fifi of the sleeve 55 near the limits of movement thereby releasablyretainingthe lever 58 in either of'two angularly related positions.

The movement of the sleeve 55 and the finger lever 58;is .transmitted by means of the flexible shaft 52 to the .conic'alplug i5 of the valve-member 45. The plug 25 is ,slidably connected to the end of the shaft by means of a flat extension 16 on the end of the shaft fitting in a slotted extension TI on the upper end of the .plug' 75.

The extension I! extendsthrough and positions radially. a ball thrust bearing 18 which is held against upward movement by a coupling 19 threadeddnto the upper end of the valve casing and also connected by means of threads 8| ianda set screw 82 to .the-lowerend of thesheath 54. The extension 11 is rotatably mounted in the coupling 19.

Normally, with conventional conical plug valves ofthe type referred to above, fluid pres- -sure will tend to force the plug sideways in the come' this frictional restraint, the plug, as best shown in Figs. 3, '1, 8 and 9, is provided with an upper groove 83 which extends slightly more than 180 around the periphery of the plug, as shown in Fig, 8. The passage or groove 83 is connected by means of vertically extending ports or passages 84 to another groove 85 on the opposite side of the valve and also extending slightly more than 180 around the periphery of the plug. The groove 85, is, in turn, connected by means of the passage 86 to another lower groove 81 extending around the same side of the plug as the groove 83 and through about the same angle. These grooves and passages cooperate with the several ports of the valve 46, as follows. As shown'in Fig. '1, and as referred to generally above, the conduit 45 which supplies pressure is connected by means of an elbow and coupling 88 to the inlet port 89 of the valve 46 at one side thereof so that it can communicate with the passage 85. The conduit 48 leading to the right-hand end of the cylinder 38 is connected by means of a coupling 90 to an outlet port 9| in alignment with the port 89. The conduit 41 which is connected to the left-hand end of the cylinder 36 is connected by means of a suitable coupling 92 to the port 93 which is also in the same plane as the ports 89 and 9|.

With the plug in the position shown in Fig. '1, the pressure source is connected to the conduit 48, thereby normally urging the piston to the left when the clutch pedal 44 is depressed to admit air to the cylinder 35. When the plug 15 is rotated clockwise, it will connect the port 89 to the port 93, thereby making a connection for supplying air to the left-hand end of the cylinder 36 to urge the piston to the right.

Air is discharged from the low pressure side of the cylinder by means of an axial passage 94 in the plug 15 having a radially extending branch 95 on the same level as the ports 89, 9I and 93 and spaced diametrically from the center of the groove 85 so that it will communicate with the port 9I or 93 which is not connected to the line 45, thereby to discharge air to atmosphere (Figs. 3 and '1).

The movement of the valve is facilitated by the provision of the grooves 83 and 81 therein because the air also enters these grooves and acts to balance the radial pressure on the valve. The thrust bearing 18 permits the valve plug to turn easily despite the axial thrust developed by the fluid pressure. As a result, the valve plug turns very easily, and, because of the direct coupling between the plug and the finger lever 58, the latter may easily be moved by light finger pressure. Also, all of the parts of the device are protected and housed so that most infrequent servicing is required, and excellent protection against dirt is attained throughout the entire system. Moreover, the complicated links, levers, universal joints, and the like which characterize the prior devices are entirely eliminated, thereby reducing servicing problems and prolonging the life of the entire system.

The valve casing 80 preferably is supported in fixed position on. the transmission housing, and to that end, it may be provided with a bracket or foot 96 which receives a machine screw 91 for holding it to the transmission casing I I.

In operation, the gearshift lever I1 may be used in the usual way to change the ratios of thelever 58 and the 'fiexible shaft rotates the valve element 15to make the desired connection between the conduit 45 and the conduit 41 or the conduit 48. When this selection has been made,

; a shifting action cannot occur until the clutch actuated valve M is opened by depressing the clutch pedal 44 to release the clutch. Once having pre-selected the ratios of the auxiliary transmission, the only other action required'to shift the auxiliary transmission is to depress the clutch, whereupon air is supplied from the air system to the conduit 45 and through the valve 46 to move the piston 35 either to the right or left with a corresponding movement of the slidable clutch 30. In this way, the output or spline shaft 23 is coupled either directly to the gear 21 and the mainshaft of the main transmission or to the mainshaft through the reducing gears 21, 26, 28 and 29.

The above-described control system lends itself admirably to the use of multiple controls and multiple power auxiliaries to obtain even a greater number of ratios between the engine and the rear wheels.

and 11. The complete transmission may include a conventional main transmission I00 having five forward and one reverse speeds controlled by the gear shift lever IOI. Coupled with the transmission I00 is a multiple speed auxiliary I02 having a main clutch member I03 fixed to the output shaft I04 of the transmission. The output shaft I05 of the auxiliary is coaxial with the shaft I04 and has its inner end mounted in a bearing I06 within the hollow end of the shaft I04. The output shaft I05 also carries a fixed clutch member I01. The auxiliary also includes a countershaft I08 rotatably mounted in the casing of the transmission and having three gears I09, IIO and III thereon. These gears mesh respectively with the gears H2, H3 and H4. The gear H2 is mounted on an extension of the shaft I04 while the gears H3 and H4 are rotat able relative to and mounted on the output shaft I05. These pairs of gears have different ratios for splitting the ratios of the main transmission.

The drive shaft I04 may be coupled selectively to either the gear II 2 or II3 by means of -a shiftable clutch member II5 splined to the clutch member I03 and slidable axially thereof. Likewise, the gear H3 or the gear H4 may be coupled to the output shaft I05 by means of a shiftable clutch member I I6 splined to the clutch member I01. It will be understood that all of these clutches will be provided with synchronizers of the type referred to above to permit clleshless shifting of the clutch elements II5 and of the fluid motor Ill and the usual shifter rail [I8 and shifter fork H9. The clutch member H6 is shifted by means of the motor I20, shifter rail I2! and shifter fork I22. The motor H1 is controlled by means of a valve I23 like the valve 48 described above under the control of a finger actuated lever I24 mounted near the top of the gearshift lever IIII. The motor I28 is controlled by means of a valve I25 under the control of the finger actuated lever I26 mounted below the lever I24. The valves I 23 and I24 are, in turn, under the control of the clutch pedal actuated valve I21, as described above.

Referring now to Fig. 11, the upper finger con-' trol lever I24 is similar to the finger lever 58 shown in Fig. 2 in that it includes a sleeve member I23 rotatably mounted on an extension or;-

A typical example of a 2 ;multiple auxiliary system is disclosed in Figs. 10

The clutch element I I 5 is shifted by means sleeve I29 fl'xed-rto the upper end of the shift leverw'shaft: II I. "The sleeve (I28 is connected to the flexible shaft IFBi! extending-along :the .hollow-"shaftxllil. Allwo'ther connections between the. shaft 1'30 .and :the :valve' 123 are the same as disclosed in Figszz and' 3.

Therflngerdever I26 is-flxed to and extends upwardly from thexsleeve 1:32 which :is also rotatably; mounted onithe extension I29 directly below-:the sleeve 128. .The sleeve 132 is connected by :means of apin: 133 to arr-internalv sleeve 134 which is retained against axial movement by engagement with the upper end .of the .hollow gearshift lever shaft .and a spacer I35 disposed below the :hub I36 onthe upper end of the flexible shaft 13.0. The sleeve I34 is rotatable and is-provided with agear segment I '3! which meshes witha gear segment .138 secured to the upper end of the flexible shaft I39 by means of the set screw 140. '*The. gear 138 is positioned by means of lugs MI and M2 extending outwardly from the sleeve 129. "Theifiexibleshaft "I39 is housed in a tube J43 extending downwardly to the these I45. of the gearshift lever. The shaft I 39 extends out of the base 145 through a flexible ,sheath M5 and is connected at its lower endto EthB valve [2-5.

Both of the finger lever members may be provided with detents' for releasably retaining them in either of their :adjusted .positions so that the clutches M5 and 116 are always clutched with one or the other of the gears H2 and H3 or H4, thereby establishingaadrive from the input to the output shaft -:under all conditions.

"Sometimes, it isfldesirable to have a power take oif which. can be .usedwhen the vehicle isnot :in motion. To that end, the countershaft m8 may be provided with a power take on gear M'Twhichmay be connected-in any suitable way to a-pulley'or to-the .drive element on the exterior of the transmission. Inasmuch as the auxiliary transmission is in driving connection with the output shaft, it is necessary to provide some meansfor, disconnecting the auxiliary from the propeller shaft of the vehicle to leave the vehicle stationary while the power take ofi is operating. For this purpose, the instrument pane1-of the vehicle may be provided with a plunger Mewhich is connected by means of a flexible-shaft or cable M9 to one end of a bell crank-lever I59 amounted on a. bracket 15I on the transmission casing. The opposite end of the-,bell crank lever is connected to aplunger rodv I352 which gisslidably mounted in the bracket I51 qfor movementteward' and away from theshif-ter rail :iZ-I and into and out of the path of the shifter fork 422. :The plunger'ilfiz is retained ;in an upper or lower. position by means of recesses I 53' and 154 and a spring pressed ball detent Hi5 engageable therein.

Inthe position shown in Fig. 10, the plunger has no efiect on the operation of the motor I20 orthe clutch I I6. However, if it is desired to use the power take oif gear I44, the finger controlol2-6 is moved to the position for shifting the clutch member lit to the left to couple it with thegear-Hsandthe clutch pedal depressed to shift the clutch member I It. The plunger (48 is then pulled out to the dotted line position, thereby moving the plunger I52 downwardly toward the shifter rail I21 andinto the path of the hub of the shifter fork to limit its movement to the right. The finger control lever I26 is .then moved -to--the position for. shifting the clutch togthe right, so that the clutch member I i-5 is shifted to the right thereby releasing the gear "I F3 from the shaft 105. However, the hub of the fork I22 comes into engagement with the plunger I52 so that the clutch i It cannot couple the gear H4 to the output shaft I05 whereby the output shaft is not driven. The countershaft I68 will be driven because the clutch -'I-I5 on the main transmission shaft I04 is in-engagement with either the clutch of the gear H2 or the clutch of the gear H3 thereby driving the power take off'gear 147 through thegear 99 or the gear H0.

From the preceding description, it will be apparent that the above-described control system for the main transmission and the power shifted auxiliary is easily operated and controlled, requires little servicingand also 'afiords a 'wide range of ratios with a relatively simple transmission system. Also, the system permits the use of a power take off system with a power shifted auxiliary, thereby greatly increasing the utility of the transmission.

It will be understood, of course, that the structural details and the-mounting of the finger ac tuated controls may be modified, that the main and auxiliary transmissions may be altered as to design and ratios depending upon space and operating requirements and that many other changes may be made in the transmission as a whole without departing from the invention. Therefore, the form of the invention described herein should be considered as illustrative and not as limiting the scope of the following claims.

I claim:

1. A shifting mechanism for an automotive vehicle having a main transmission, a manually actuated shift lever for shifting said transmission, a multispeed auxiliary transmission having a pair of shiftable clutch members therein to selectively provide more than two speed changes, and a separate fluid motor for shifting each of said clutch members; the combination of a separate valve to control each of said motors, each valve including a movable member for controlling the flow of fluid to its respective one shaft being connected at one end to one-of said'movable members, and at its opposite end toone of said sleeves, and the other flexible shaft being connected at its opposite ends to the other sleeve and the other movable member.

2. The shifting-mechanism set forth in claim 1,-in which said shift lever has an internal passage opening to the exterior of said lever receiving part of one of said flexible shafts, and a tubular sheath mounted exteriorly of said shift lever enclosing the major portion of the other flexible shaft, and flexible sheaths interposedbetween said shift lever and said valves enclosing the remaindersof said flexible shafts.

3. A shifting mechanism for an automotive vehicle having a main multispeed transmission, a manually actuated shift lever for shifting said transmission, an auxiliary transmission having an output shaft and a pair of shiftable clutch members to selectively couple and uncouple said output shaft and said main transmission and provide more than two speed changes at said output shaft, and a separate fluid-actuated motor for shifting each clutch member independently; the combination of a separate valve to control each motor, a separate manually actuated memher for operating each valve to shift independent- 1y each of said clutch members, a blocking member in said auxiliary transmission movable into the path of one of said clutch members to prevent shifting of the latter in one direction to maintain said output shaft uncoupled from said main transmission, said blocking member being movable out of the path of the last-mentioned clutch member, and means for moving said blocking member into and out of the path of the last-mentioned clutch member.

4. The shifting mechanism set forth in claim 3 in which said auxiliary transmission includes an auxiliary power take off separate from said output shaft.

5. In a control system for a multispeed transmission including a main multispeed transmission, an auxiliary multispeed transmission coupled with the main transmission and a fluid pressure actuated motor for shifting said auxiliary transmission; the combination of a shift lever for shifting said main transmission, means supporting said lever at one end for movement in a shift pattern, said shift lever having a passage extending lengthwise therein and opening through a side of the lever adjacent said one end, a knob fixed to the other end of said lever, a sleeve rotatably mounted on said shift lever adjacent to said knob, a finger-engageable flange on said sleeve for rotating said sleeve relative to said knob and shift lever, a rotary valve fixed with respect to said means supporting said lever and adjacent to said one end of said lever, a shaft extending along said passage in said shift lever, means connecting one end of said shaft to said sleeve, said shaft having a flexible portion extending from said shift lever through said opening to said valve to connect the latter to said sleeve for rotation thereby and permit movement of said shift lever relative to said valve, and means to connect said valve to said motor and to a source of fluid under pressure to control said motor and shift said auxiliary transmission by rotation of said sleeve.

6. A shift control system for a vehicle transmission having a main multipseed transmission, an auxiliary multispeed transmission coupled with said main transmission and a fluid pressure actuated motor for shifting said auxiliary transmission; comprising a shift lever for shifting said main transmission, means supporting said shift lever at one end for movement in a shift pattern, a knob fixed to the other end of said shift lever, said shift lever having an internal passage extending lengthwise of said lever and spaced apart openings through a side of said lever adjacent to said knob and to said means supporting said lever, a sleeve rotatably mounted on said shift lever adjacent to said knob and overlying one of said openings, flnger-engageable means on said sleeve to rotate said sleeve, a shaft inside and rotatable relative to said shift lever, means extending through said one of said openings to connect said sleeve to one end of said shaft, said shaft having a flexible portion extending through the other opening in said shaft, a valve mounted in fixed relation to the means supporting said shift lever adjacent to said one end of said shift lever and having a rotary plug connected to said flexible portion of said shaft, and means to connect said valve to a fluid pressure source and said motor to control the latter by rotation of Said sleeve.

7. A shift control system for a vehicle transmission comprising a shift lever, means supporting said shift lever at one end for movement in a shift pattern, a knob fixed to the other end of said shift lever, a passage in and extending lengthwise of said shift lever and having at opposite ends openings through a side of the shift lever adjacent to said knob and adjacent to said means supporting said lever, a sleeve having a flnger-engageable element thereon rotatably mounted on said shaft adjacent to said knob, a shaft extending along said passage and rotatable relative to said shift lever, means extending through one of said openings connecting said sleevevto one end of said shaft for simultaneous rotation, said shaft having a flexible portion extending through the other opening at the other end of said passage, and a valve mounted in fixed relation to said means supporting said shift lever and adjacent to said one end of said shift lever, said valve having a rotary valve plug connected to said flexible portion of said shaft for rotation therewith.

8. A shift control system for a vehicle transmission comprising a shift lever, means supporting said shift lever at one end for movement in a shift pattern, a knob fixed to the other end of said shift lever, .a passage in and extending lengthwise of said shift lever and having at opposite ends openings through a side of the shift lever adjacent to said knob and adjacent to said means supporting said lever, a first sleeve having a finger-engageable element thereon rotatably mounted on said shaft adjacent to said knob, a firs-t shaft extending along said passage and rota-table relative to said shift lever, means extending through one of said openings connecting said sleeve to one end of said shaft for simultaneous rotation, said shaft having a flexible portion extending through the other opening at the other end of said passage, a first valve mounted in fixed relation to said means supporting said shift lever and adjacent to said one end of said shift lever, said valve having a rotary valve plug connected to said flexible portion of said shaft for rotation therewith, a second sleeve having a finger-engageable element thereon rotatably mounted on said shift lever adjacent to said first sleeve, a second shaft extending lengthwise and on the exterior of said shift lever, means on said shift lever supporting said second shaft for rotation relative to said shift lever, gear means on said second shaft and said second sleeve connecting them for simultaneous rotation, and a second valve having a rotary plug mounted in fixed relation to said means supporting said shift lever adjacent to said one end of said shift lever, said second shaft having a flexible portion connected to said rotary plug of said second valve.

DELBERT E. WILLIS.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,119,364 Morden Dec. 1, 1914 1,691,417 Ward Nov. 13, 1928 1,856,192 Roeder May 3, 1932 1,883,743 Maybach Oct. 18, 1932 1,977,181 Foresman Oct. 16, 1934 2,026,220 Denker Dec. 31, 1935 2,229,933 Parker Jan. 28, 1941 2,239,795 Parker Apr. 29, 1941 2,445,716 Sternberg July 20, 1948 

